Several SJU Controllers provided descriptions of a loss of separation event when traffic was issued a go-around due to weather conditions and equipment limitations. Conflicting with another departure aircraft.
Synopsis
Several SJU Controllers provided descriptions of a loss of separation event when traffic was issued a go-around due to weather conditions and equipment limitations. Conflicting with another departure aircraft.
Narrative
A SH36; was on a visual approach to Runway 10 at San Juan Airport. The aircraft requested a right 360 turn; the Controller denied the request; due to haze in the vicinity and the primary RADAR being out of service. The Local instructed the aircraft to go around and flight runway heading and to climb to 2000 FT; the Local understood the aircraft was too high for the approach. The Local coordinated with the Approach Controller the above instruction and gave control of the aircraft for southbound turns. The Local departed another aircraft; a DHC8; from Runway 8. The Local observed the Approach Controller turning the SH36 northbound. The Local stop the DH8's climb to avoid the two aircraft being at the same altitude; but the two aircraft came to a close proximity. Recommendation; equipment limitations was one of the main contributing factors. When the Local called Approach Sector on the shout line; either sector can answer R-5 or R-1. In this case R-1 answered; Local coordinated with him; but the sector that received the aircraft was R-5; which was the sector that turned the aircraft northbound. The Tower is working from a temporary tower and consequently we only have one line to call the Approach Sector. No direct line only a shout line for both sectors.
Second reporter narrative
While working R5 position without ASR8 at SJU; the R1 controller gave a point out on a SH36 to me because the aircraft was going around and I approved the point out. I don't have any idea of the coordination done between SJUT and the R1 Controller. All of a sudden the SH36 called me and I told the R1 Controller that the SH36 was on my frequency. Missed approaches are supposed to be on a 330 degree turn climbing; that is what I gave the pilot since the MVA's are higher to the south; when suddenly a DHC8 departed Runway 8. As soon as I saw the traffic; I turned the SH36 to the right heading 100 degrees and issue the traffic. While doing that the Tower called me on the line; telling me that they were still talking to the DHC8 and that they had stopped him at 1500 and that the DHC8 had the traffic in site. Recommendation; the best I have could've done was to switch the SH36 to the correct Controller; (R1); since the Tower switch him to the wrong sector. R1 was the sector who coordinated with the Tower even though the aircraft was in my airspace.
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.